Internal-combustion engine



P 1946' F. RUSTAD 2,397,752

INTERNAL-COMBUSTION ENGINE Filed Sept. 25, 1944 v 4 Sheets-Sheet 2INVENTOR F'RITS RUSTAD BY W U'MIM,MWJ MM ATTORNEYS A '2, 1946. F. RUSTADI INTERNAL-COMBUSTION ENGINE 4 Sheets-Sheet 4 Filed Sept. 25, 1944 w KTv 5 o n TU N JR Mm W M n I... W A R .v. 1 a

Patented Apr. 2, 1946 UNITED STATES PATENT OFFICE INTERNAL-COMBUSTIONENGINE Fri ts Rustad, Larchmont, N. Y. Application September 23, 1944,Serial No. 555,417'

14 Claims. (01. 123-42) I have found it advantageous to support the onThis invention relates to internal combustion engines and has for itsobject the provision of an improved engine of the opposed-piston type.The invention provides an engine having at least one cylinder with theopposed pistons reciprocable therein, a crankshaft for each piston andmeans for shifting the cylinder in a direction transverse to itslongitudinal axis during each revolution of the crankshaft.

One of the characteristic features of the invention is the use of pistonconnecting rods which travel in the direction of the cylinder axeswithout swinging, and a component of the forces acting on thecrankshafts imparts a motion to the engine cylinders which is transverseto the movement of the pistons. In one of its embodiments, the inventionprovides means acting in synchronism with the pistons for applyingforces in a direction transverse to the cylinder axes to start theengine and to supplement, during the operation of the engine, the actionof the crankshafts in imparting the transverse motion to the cylinders.I have found it advantageous to attach to the engine cylinders resilientmeans having an oscillatory effect on the cylinders which aids insupporting the cylinders and in starting and continuing the transversemotion.

The invention is especially applicable to Diesel engines containing anynumber of cylinders and is advantageously adapted to multi-cylinderengines, either upright or horizontal, and to engines withinterconnected groups of cylinders in which the shafts are connected bygears to a common power shaft. The cylinders, including the immediatelyconnected elements, such as fuel supply means, pistons, connecting rodsand the like, are

slidably supported on bearings which permit movement thereof on eachside of the center position of the cylinders the length of the shaftcrank.

One of the important features of the invention is the provision of apump system, preferably operated by the lubricating oil, to start theengine and to apply forces aiding in the continuing transverse movementof the cylinder. This feature is especially important when the engine isa Diesel engine because it provides a simple and compact means ofstarting the engine; By means of one or more small pumps arranged to actagainst the slidable mass of the engine, the cylinders are movedtransversely with a resulting movement of the pistons, fuel pump, etc.,and the engine is started. The engine of the invention may, accordingly,be started without the use of the complicated and bulky equipment nownecessary to provide air under pressure to start Diesel engines.

gine cylinder on one or more double acting springs which have anoscillatory effect on the movement of the cylinders and which cushionsthe movement of the cylinder at the extreme positions of motion.

Another importantaspect of the invention is the provision of a verysimple reversing system comprising valve means operated from a controlstation for controlling the action of the'starting pumps. The inventionprovides manually operable valve means for controlling the admission ofoil to the starting pumps to determine the movement of the cylinders andthe directionof rotation ofthe crankshafts.

These and other novel features of the invention will be betterunderstood after considering the following discussion taken inconjunction with the accompanying drawings, in which:

Fig. 1 is a plan view of a single cylinder engine embodying theinvention;

Fig. 2 is an enlarged horizontal sectional view of the cylinder portionof Fig. 1; Fig. 3 is a side view of the engine of Fig. 1;

Fig. 4 is a sectional view, along the line 44 o f I Fi 1; I 7

Fig. 5 is a sectional view along'the line 5-5 of Fig. 4; Fig. 6 is aview along the line 66 of Fig. ,1 with control apparatus included; Fig.7 is a view similar to Fig. 6 illustrating the parts in differentpositions;

Fig. 8 is an enlarged view of the fuel pump; Fig. 9 is a diagrammaticillustration of means for the intake and exhaust of gases; and

Fig. 10 is a cross sectional view through the valve and its ports. a

The opposed piston engine illustrated in the drawings comprises but asingle cylinder which is provided with suitable fins for air cooling, itbeing understood, of course, that any desired number of similarcylinders may be used and that the engine may be liquid, cooled ifdesired. The engine is also a two-stroke Diesel engine and it is to beunderstood that the invention also applies to spark-ignition engines.The invention illustrated is arranged in a horizontal position and it isto be understood that the invention also applies to engines in which thecylinders are. arranged in an upright position. r

The Diesel engine illustrated in the. drawings comprises an air cooledcylinder I having opposed pistons 2 and'3 reciprocable therein which areconnected to crankshafts 4 and 5 by the connecting rods 6 and 1respectively. It will be noted rotation of the crankshafts, the cylinderand its immediate assembly of connected elements moves upward anddownward. This use of rigid connecting rods moving in a straight lineresulting in or pontributing to a movement of the cylinder in adirection transverse to the movement of the pistons is one of thecharacteristic features of the invention. I In order that thecrankshafts will move in unison, they are connected together by mean'sof the intermediate gears 8, 9, l0 and 1] to the master gear (2 whichdrives the power shaft 13 (Fig. i).

The intake manifoldsifi and I6 and the eX- haust manifolds l1 and 18 arepermanently secured to the foundation structure 119 and do notparticipate in the upward and downward movement of the cylinderassembly. In the vicinity of the intake ports 29 and the exhaust ports2i the cylinder has enlargements or projections 22 and 23 which, asshown in Fig. 5, are substantially square in cross section. The uprightsides of these extensions are in engagement with the upright bearingguides .25, 26, 21 and 28 which are securely attached to the manifoldl5, l6, H. The intake mani and 18 respectively (Fig. .2).

folds l5 and I6 and the exhaust manifolds I! and.

48 have elongated slots 30, 3|, 32 and 33, respectively, which are incoincident engagement with similar slots 34;, 35, 36 and-31 in thebearing guides 25, 26, 21 and 28 respectively. As the cyl inder movesupward and downward in'sliding engagement with the guides, the intakeports 20 and exhaust ports 2] are always in direct communication,through said slots, with the interiors of their respective manifolds.

In order to facilitate the circulation of cooiing air around the centralportion of the cylinder-between the intake and exhaust ports, a'houslngmember 40 is mounted in spaced relation-there around and in secureattachment to the guides 25, 26, 21 and 23, as best shown in Figs. 5 and9. This housing is oblong in cross section to permit the upward anddownward movement of the 0311- inder therein. By means of asuitablearrangement of valves, as best shown in-Figs. 4 and 9, the airfrom the intake manifold which is provided under pressure for scavengingand combustion is introduced into the space inside the housing 40through the valves 4i and is discharged through the valves 42 intotheexhaust gas manifold. -i y In the schematic illustration of theinvention in Fig. 9, it will be seen that the cylinder I slides upward.and downward in bearing contact with the guides '25, 25, 21 and 28 withthe inlet ports 20 and exhaust ports 21 always in coincident engagementwith openings communicating with the interiors of the manifolds l5, Hi,i! and I8. The air for scavenging and combustion is supplied to themanifold 15 from such sources as are usually used for Diesel engines,and it .flows through the engine passages in the directions indicated bythe arrows. When the piston 2 is in a position clearing the inlet ports20, the air blows therethrough and serves as scavenging air blowing theexhaust gases through the ports 21 and into the exhaust,

manifold. The air continues to flow, providing a residual quantity ofair for combustion purposes. It will be noted that a part of the airentering the intake manifold forces the one-way valves 4| open and flowsinto the space between the housing 40 and the cylinder and thencethrough the one-way valves 42 from which it is discharged into theexhaust gas manifold, The end closures 43, 44, 45 and 46 are rigidlyattached to the engine cylinder and move upward and downward therewith.They are in bearing contact with the sides of the inlet and exhaust-manifolds and, accordingly, seal off the space in side the housing 40.It will be understood that Fig. -9 is somewhat exaggerated to facilitateillustration and that the housing 40 is much shorter, as shown in Figs.1 to 5.

i I In order to-facilitate the starting of the engine, and also to aidin the continuing transverse movement of the cylinder, suitable springmeans are provided, and tothis end, the two diagonally disposedcylinders 50 and 5| are mounted on the platform or engine bed l9 and areattached to the manifolds l5 and 18 respectively. As best shown in Figs.6 and 7, the cylinders 50 and 5] contain-double acting springs 52 and52' and 53 and 53' with rods 54 and 55, respectively, in hearingengagement therewith. The rods 54 and 55 are attached at the top tobrackets 56. and 51 which are rigidly and securely attached to the upperportion of the cylinder. These springs serve to cushion the upward anddownward movement of the cylinder and aid in the upward and downwardmovement to the cylinder.

In order to start the engine, and preferably to aid in the continuingtransverse movement of the cylinder, diagonally disposed cylinders 53and 59 are mounted on the platform l9 and attached to the manifolds l5and 18. pistons 60 and 51 slidably mounted therein with connecting rods62 brackets 55 and 51" respectively. The rods 54, 55, 52 and 53move'upward and downward with the cylinder of the engine. The upper partof the cylinder 59 has a port. 64 and the lower part has a port 65, eachin communication with a valve 66 having a rotatable control member 61which is operated by cams 68 and G9 on the rod 10. The upper end ofrod'10 is. attached to the stationary platform 11 and, while it may turn,does not move upward or downward. The bracket 51 moves upward anddownward with the cylinder and has a projecting roller 12 which engagesthe cams 68 and 69 to turn the member 67 first in one direction and thenin the opposite direction repeatedly as the engine operates.

Th valve '66 in the position of the valves shown in Fig. 6 is suppliedwith oil under high -pressure through the pipe 14, reversing valve 15and pipe 16 which connects to any suitable source of high pressure oil,for example, to the high pressure side of the lubricating oil system ofthe engine (not shown); The oil flows through the diagonal passa'geffli,pipe 11 and port 65 into the lower part of cylinder 59, forcing thepiston El and the engine assembly upward. The oil is'removed from theupper part of cylinder 59 through port 154, diagonal passage 18, pipe19, reversing valve 15, and pipe from which sump through pipe 81 or tothe low pressure side of a lubricating system through pipe 82. The oilfor cylinders 58 and 59 may be from a source of sufficient pressure thatthe oil discharged from the cylinders may be under a sufliciently highpressure to be used as the lubricating oil and returned to the sumpafter passing through the The cylinders have and 63 securely attached toit flows to the bearings. In such a construction the excess of oil overthat required for lubrication may be returned directly to the sumpthrough a pressure release valve.

The control portion 83 of the valve I is connected by lever 04 and rod85 to the manually operated starting lever 06 which may be located atany desired place, for example, at a remote operating station. The lever85 may be moved to a position, such as that shown in full lines which isfor forward rotation of the engine, to set the member 83in a positionwhereby there are communicating passages therethrough as shown in fulllines, or it may be set in the position shown in broken lines forreverse running of the engine to connect the passageways in member 83shown in broken lines. With the parts in the position shown in Fig. 6,the oil forces the piston BI and the entire cylinder assembly in anupward direction to upper dead center, at which time cam 09 engagesroller '52 and valve member 01 is turned sufiiciently to connect thehorizontal hole 01 with port 04 and pipe 14 and horizontal hole 88 withpipes '11 and I9, as shown in Fig. 7. The high pressure oil nowentersthe top of cylinder 59 forcing piston BI and the engine cylinderdownward and the oil in the lower part of cylinder 53 flows out throughport 65, pipe I1, hole 88, pipe 19 and 30 to the low pressure side ofthe lubricating system or to the sump. When cylinder I reaches lowerdead center, the cam 68 engages the roller 12 and turns member 61 backto the position shown in Fig. 6. The piston 60 of cylinder 58' has asimilar arrangement of apparatus to that shown for operating andcontrolling piston 0! of cylinder 59.

The engine may be reversed by controlling the fuel supply, as will bedescribed fully hereinafter, and by manipulating the lever 80 bythrowing it to the stop position, thus turning the valve member 83 toclose the passages therethrough and stop the engine. The lever 80 isthen set in the reverse position to drive the pistons and cylinders inthe opposite direction and fuel is again admitted to the engine.

The means for supplying the engine with fuel oil are best shown in Figs.6, 7 and 8. The fuel oil pump 9i comprises a cylinder 92 that is rigidlyconnected to the engine cylinder I and is movable up and down therewith.The piston 93 is attached by the hollow rod 94 to the stationaryplatform II. It is the movement of the cylinder 92 that gives relativemovement to piston 93.

Fuel oil from any suitable source not shown is admitted into the hollowrod 94 from which it flows through the piston 93, as best shown in Fig.8. The lower portion of cylinder 92 communicates with duct 95 and theupper part of cylinder 912 communicates with duct 90. The ducts 95 and00 lead to the fuel oil reversing valve 91 which is operated throughrods 98 and 99 by the handwheel I00 located at the control position.When the valve 91 is in the position shown in Fig. 10, the passage IOIconnects duct 96 with duct I02, and passage ,IOI' connects duct 95 withduct I 02' which leads to a container under atmospheric pressure (notshown). When valve 91 is turned to the position with passages IOI andIOI' shown in dotted lines, the passage 95 is connected to duct I02 andpassage 96 is connected to the container under atmospheric pressure. Atany suitable place in duct I02, a non-return or check valve I02 is usedto prevent a return of oil in the direction of valve 91.

When valve 97 is set in the position shown,

which is for the forward running of the engine, the oil flowing throughthe hollow rod 94 passes through the ducts I04 and I05 into the chamberI06 and the valve I01 is raised off its seat by the suction in thecylinder. It then flows from chamber I08 through hole I09 into the upperpart of cylinder 92. At this time, cylinder 92 is moving upward. On thedownward stroke of cylinder 92, the oil in the upper part of thecylinder is forced through ducts and E02 into ducts H5 and I 20. DuctII5 leads to the pressure regulating valve I2 I, and when a suitable oilpressure is attained, as described hereinafter, the valve opens,permitting the oil to be forced through duct I22 and through the fueloil nozzle I23 into the engine cylinder. The duct II 5 connects to ductI20 which connects to the cylinder I24 of the fuel oil regulating valveI25. Cylinder I24 moves up and down but the piston I26 having a controledge I 21 is rotatably mounted on shaft I28 which is prevented fromupward and down ward movement by its mounting on platform II. In orderto vary the amount of fuel injected through the nozzle I23, the pistonI26 is turnedto the desired position by means of the manually operatedwheel I30 which is connected by rod I3I and gears I32 and I33 withpiston rod I20. The turning of piston I20 varies the position of thecontrol edge I21 with respect to the inlet to duct I20 and this variesthe period during which duct L20 is closed. During the time duct I20 isthus closed, the fuel oil is being injected through valve I2I and nozzleI23. When the desired measured quantity ofoil has been injected into theengine,

the control edge I21 moves over the opening to duct I20 by reason of themovement of cylinder I24, permitting the excess oil to flow intocylinder I 24 and through pipe I34 from which it is returned to the fueloil supply. When piston I 25 is below duct I20, the excess oil flowsinto the upper part of cylinder I24 and then through passage I 24' inpiston I26 into the lower part of cylinder I24 from which it returnsto'the fuel oil supply through pipe I34.

Again referring to Fig. 8, it will be noted that the valve I40 has astem slidable over the stem of valve i0? and that both valves arepressed into engagement with their respective seats by the spring Ml.During the aforementioned operation, the valve Hill has remained closed.When the engine is reversed, the wheel I09 is turned to change theposition of the valve 91' from the position with the passage HM and IOI'shown in full lines to the position shown in dotted'lines. In thisposition, the oil flow from duct to duct I02 and duct 93 is connectedthrough passage I0! to the container. When cylinder 92 moves downward,valve I40 opens and the fuel oil flows through rod 94 into the lowerportion of cylinder 92. On the upward stroke of cylinder 92, valve I40closes and the oil is forced through duct 95, valve 9?, ducts I02 andH5, pressure regulating valve I2I, duct I22, and through nozzle 23,assuming, of course, that valve I 28 has closed duct I20. It will benoted. that the control edge i 2'! of valve I20 is tapered to a thinedge at the right side of the drawings and that the valve may be setwith wheel I 30 in a position which does not permit the injection of anyfuel oil into the engine cylinders. In other words, duct may alwaysremain open and the oil from cylinder 92 is returned to the sourcethrough pipe I34.

It is, of course, necessary, when changing the direction of fueladmission from forward travel to reverse a inst desc bed, to cheese the:mo e 32155 115 st ne as b st. s ow tes. 6 and 7 Thes spr n s o the engne e oer by e ie'otios a suitable cha ge in the m ve...-ent oi the oiloperated. 59, It is acco din y heoes. hen chat-isms the d re ion oi the!admission by the m nulat en f wheel. lti) o f e a simultane manipu ationoi leve t6 first to set va e m mber 85 to st p p siti to stop the new ooi throug p pe 14 a d 9 nd h to more the startin ever t to either he e.pos tion s d sirede s o era in and e. c linder a d i hhmdtately conected assembly oi movab e elements mov nsu w rd and downward,

, od 54.- an 5.5 oper ing in th c l nders 5 and 53. move, with the en necyl nder and athe two spr n s 5. and t2" e ertm'a m te pre sur on therods at he dead 1 end posi ions oi cyli der and coopera e. with 1 thepump. istons s or in the c l nder unwa d and downward,

eratively connected to th c lind r permit in mov ment of th cy nder in airec i n tr n verse to the movement of thepistons, said cranks Shaftshavin force. component whi h m ve the d r the transv rse d re io 2- nosnoeed pi to i r aleomblf stioh s n wh ch c m ri es at least ne c nderh v ins wo p s on r oiior ea l he in, epar c ankshaf for ea h piston, sar m ns nhe t ns th v crankshaft to a ommon p e shait, each, pistgnbeing connected to its crankshaft by o ne t ns r d does not pivotwith're spect to its piston, bearing guide means operas tively connectedto the cylinder permitting m0vement of the cylinder in a directiontransverse to the movement of the pistons, said crankshafts hav n fo cecomp n nt wh h m e h or nder the transverse direction, n ump m an c nnted to the engine cy i for movin t cylind r ansversely to start t e ne-7 3. opposedspiston internal combustion ensine whi c mpr s s at l ast onc l d r ha me two p st n re i r o e herei a p ra nksha t for ea h Pston, ar e ns eo n ins the. ranksha t to a mmo power s f h piston beingconnected to its crankshaft by a onne t n rod which d ot i ot i h r speto its piston, hearing guide means operatively n c e to the. cy nderermi -tine mov ment o t e c lind r in. a di ec n an erse t the mehtotthe p sto s s e an ai s havingtor e. com onents hic m e h cy in in thetransverse direction, and resilient means con ected t t e enshe y i de oimpart an os lla or m ti n ther to 7 I All ppos d-piston Hteral m us n sne which c mpris s a least on ylin er a ns two pis ons reoioroo h etherein a pa a e rankshaft fo ac p s n e h piston being connected to rahshat b a c nnectin r d which. travels in. t e l n i ud nal di ec on ofthe pistons throughout its travel, bearing guide means operativelyconnected to the engine. cylinder permitting movement or the'cylinder ina 7 di ection ran erse to the m vement of the ris on and moths tor mving the engine ylinder upward n downward throug o e comp ete cle ofmovement while the crankshait v voluti n.

5, .An o pos dis on nter a c mbust on s ne wh ch comprises at east neylinder ha ins wo st ns recioro e le the ein, s p r te e anks ei or acpist n. s r means connect t e he ank h tts to a comm n p wer-sha t, eachpiston be ng connected to its cran s aft by a connecting rod whichtravels. in the long tud na d r ction of th istons t oughout its tr vel.hearin g ide mea ooe at v ly connected o he engin yl nder pe mi tingmovement of. the cylinderin a r ction ans erse to t e mo e- :nent of. hep stons, sa oran shafts hav n fo ce mponen s tend n to move t engineeylinder the ran e se o1 ot onz and pump means he n o d to t e enginecylind r and ope ated, i sv ohronism wit he r n ss i s to oroe th enginey nder n the ran r e d rect on- .Ah opr d ist n int rnal c mbus i n ensne h c co p ises t least one ylinder awins tw p tons r ei rcabletherein, a Se a at crankshait for each piston, gear means connect-ving the crankshafts to a common power shaft, each piston being connectedto its crankshaft by a c n c ng rod h c t a e s n he longitudi adirection o t p stons th oughout s travel b a i guide means o r i e vconnected to the en ine. yli der erm t in movement t the yl h r in a d rct n rans r o the movement of th is ns, a d rahk jhaf s havin fo ce monents tendin to mo e e n in oy i, er in the transverse direction, pumpmeans con nected to the n ne cylinde and op rated in ynehronism with thec an shet s to tome th en e in er n th transverse di ection, and res i n'me ns co n t d t h ne y in er o ai n t ran er e movem t of the en ineoy ihder- .Ah mooted-pist n internal combustion on t s ne which omprisesat l ast one cylinder hav ing two pistons reciprocable' therein, aseparate crankshaft for each piston, means connecting the crankshaft, toa common power shaft, each piston being connected to its crankshaft by aconnecting rod which travels in the longitudinal direction of thepistons throughout its travel, bearing guide means operatively connectedto the engine cylinder permitting movement of the cylinder in adirection transverse to the move ment of the pistons, said crankshaftshaving force components tending to move the engine cylinder in thetransverse direction, an oil pump connected to the engine cylinder tomove the engine cylinder in the transverse direction, and means foroperating the oil pump by oil from the lubricating oil system of theengine.

8. An opposed-piston internal combustion en.- gine which comprises atleast one cylinder having two pistons reciprocable therein, a separatecrankshaft for each piston, means connecting the crankshaft to a commonpower shaft, each piston connecting rod which travels in thelongitudinal direction of the pistons throughout its travel, bearingguide means operatively connected to the engine cylinder permittingmovement of the cylinder in a direction transverse to the move ment ofthe pistons, said crankshafts having force components tending to movethe engine cylinder in the transverse direction, an oil pump connectedto the engine cylinder to move the being connected to its crankshaft bya engine cylinder in the transverse direction, means for operating theoil pump by oil from the lubricating oil system of the engine, and meansin operative connection with the oil pump for reversing the operationthereof to reverse the operation of the engine. 4

9. An opposed-piston internal combustion engine which comprises at leastone cylinder having two pistons reciprccable therein, a separatecrankshaft for each piston, each pisto-n'being connected to itscrankshaft by a connecting rod which travels in the longitudinaldirection of the pistons throughout its travel, guide means operativelyconnected to the engine cylinder permitting movement of the cylinder ina direction transverse to the movement of the pistons, at least one pumpconnected to the engine cylinder arranged to move the engine cylinder inits transverse direction, and means for reversing the operation of thepump to reverse the operation of the engine.

10. An opposed-piston internal combustion engine which comprises atleast one cylinder having two pistons reciprocable therein, a separatecrankshaft for each piston, each piston being connected to itscrankshaft by a connecting rod which travels in the longitudinaldirection of the pistons throughout its travel, guide means operativelyconnected to the engine cylinder permitting movement of the cylinder ina direction transverse to the movement of the pistons, at least one pumpconnected to the engine cylinder arranged to move the engine cylinder inits transverse direction, means for reversing the operation of the pumpto reverse the operation of the engine, and resilient means connected tothe engine cylinder to aid in the transverse motion.

11. An opposed-piston internal combustion engine which comprises atleast one cylinder having two pistons reciprocable therein, a separatecrankshaft for each piston, means connecting the crankshaft to a commonpower shaft, each piston being connected to its crankshaft by aconnecting rod which travels in the longitudinal direction of thepistons throughout its travel, guide means operatively connected to theengine cylinder permitting movement of the cylinder ina directiontransverse to the movement of the pistons, at least one oil pumpconnected to the engine cylinder and operated by the transverse movementthereof, and means at a control position for reversing the operation ofthe pump in reversing the operation of the engine.

12. An opposed-piston internal combustion engine which comprises atleast one cylinder having two'pistons reciprocable therein, a separatecrankshaft for each piston, gear means connecting the crankshaft to acommon power shaft, each piston being connected to its crankshaft by aconnecting rod which travels in the longitudinal direction of thepistons throughout its travel, guide means operatively connected to theengine cylinder permitting movement of the cylinder in a directiontransverse to the movement of the pistons, pump means connected to theengine cylinder arranged to move the engine cylinder in its transversedirection, fuel supply means for the engine, means at a control positionfor reversing the supply of fuel and for reversing the operation of saidmeans when it is desired to reverse the operation of the engine.

13. An opposed-piston engine according to claim 9 which comprises a.fuel oil pump cylinder attached to and movable with the engine cylinder,and a piston in the cylinder secured in a stationary position forpumping the fuel oil.

14. An opposed-piston engine according to claim 9 which comprises atleast two pumps one mounted on each side of the engine cylinder, and aset of springs on each side of and attached to the engine cylinder foraiding in the transverse movement of the engine cylinder.

FRITS RUSTAD.

